High speed brake equipment



Dec. 20, 1938. c c. FARMER HIGH SEED BRAKE EQUIPMENT Filed April 20, 1937 3 Sheets-511661l l iNvENTOR CLYDE C. FARMER /fff W ATTCRNE.

WMUSNS SQ KN Dec. 20, 1938. c. c.. FARMER HIGH SPEED BRAKE EQUIPMENT 3 Sheets-Sheet 2 Filed April 20, 1937 y Dec. 20, 1938 l c. c. FARMER 2,140,620

HIGH SPEED BRAKE EQULPMENT Filed April 2o, 1937 s sheets-sheet s INVENTOR GLYDE c. FARMER ArroRNEY A Patented Dec. 20, i938 UNITED lSTATES PATENT ori-*ICEr Westingh ouse Air Brake Company, Wilmerding,

Paga corporation of Pennsylvania A Application April' 20, 1937, Serial No; 137,956

as claims. (opaca/ 21.)

This invention relates to high speed brake equipments, and moreA particularly to high speed brake equipmentslwhich employ apparatus for detecting and relieving wheel slipping due to application of the brakes.

A problem of first importance in operating trains intended to travel at extremely high speeds, as for example speeds in the neighborhood of one hundred miles per. hour or more, is that of so controlling the application -of the brakes as to prevent wheel sliding.

When the brakes are applied and the braking force on an individual wheel exceeds that permissible under the then existing adhesion` conditions, the wheel will decelerate at a rate greater than the rate of deceleration of the train proper, and will, with the braking force maintained, eventually reach zero speed and thereafter slide along the rail. 'Ijhere is then a period during which the wheel is diminishing in speed from a speed corresponding to the speed of the train to zero speed, that is to a locked. wheel condition. During this interval of time the wheel is slipping,

that is, it is rolling but at varying speeds below` its normal speed. The term wheel slipping as hereinafter used will, therefore, refer to this condition of the wheel, that is to say, a slipping wheel is one in which the wheel is still-rolling, but at some speed below what will be termed train speed. 3o The term Wheel sliding as hereinafter used refers to a locked wheel condition.

In order to guard against wheel sliding, it is` desirable that wheel slipping be detected in the incipient stage, and steps then` immediately and instantly taken to release the brakes on a slipping wheel at a rate rapid enough to prevent the wheel from reaching a sliding condition, and thus permit it to return again to train speed. When the wheel returns to train speed the brakes on that wheel may again be applied so that the vwheel will be effective in retarding the train.

It is a principal'object of the present invention to provide a brake system employing an improved means for detecting wheel slipping insthe incipient stage, and for then quickly releasing the brakes on slipping wheels fast enough to relieve .the wheel slipping condition before the Wheels actually begin to slide, and for thereafter reapplying the brakes on the slipping wheels as they approach train speed.

. When a wheel slips due to excessive application of the brakes, its rate of deceleration is much greaterthan that of the train, and if the brakes on that :wheel are released suiciently rapid to arrest the wheel slipping condition, then the wheel will accelerate at an extremely rapid rate back to train speed. The rate of deceleration and rate of acceleration of the wheel under these conditions is "so much greater than the rate of deceleration of 5g the train that use may be niade of this fact to detect and relieve thewheel slipping condition,-

as well as effect a reapplication of the brakes on the slipping wheel after it has returned to train speed. Itis a further object of the present iii-- vention to provide means which operates respon- 5 vsive to both therete of deceleration and rate of Wheel sliding is, of course, objectionable on any type of train or vehicle, but a certain amount can be tolerated in heretofore conventional trains Without danger of greatly lengthening the stop.v But withv the advent of extremely high speed trains, with the limited .number of trucks employed in such trains, which is particularly true 1n the articulated type, it is highly essential that .25.

all wheels be kept rolling if reasonably short stops are to be made from high speeds. To effectively guard against wheel sliding it is desirable that wheel slipping control be provided on each axle of each truck. The means provided for this purpose must therefore below in first cost, require only the simplest of maintenance, and be fu1ly` reliable. It is. therefore, a further object of the p present invention to provide means for detecting and relieving wheel slipping which can be manuA factured at low cost, which possesses a high order of reliability, and which further requires only the simplest of maintenance.

In order' for a device to be effective in detecting 40 wheel slipping in thev incipient stage, and then operate fast enough to relieve the slipping condi-i tion before wheel sliding actually takes place, it must be extremely sensitive. Experience has taught that a type of device which possesses this characteristic is the type which operates on the .inertia principle. HThat is to say, the device employs a body or bodies which operate in response to the pronounced inertia-effect present when a slipping wheel d ecelerates at a rate appreciably greater than the rate of deceleration of the train. It is, therefpre, a further object of the present invention to provide an inertia type device with parts whichV are actuated in the incipient stage of wheel slipping, and brake control means contrailed by these parts which acts promptly enough to release the brakes at a rate sumciently rapid to arrest the slipping of the wheelsbefore sliding actually takes place, and which upon reliefof the wheel slipping 'condition will function toreapply 60 the brakes on the slipping wheels when they have substantially returned to train speed.

A yet further object oi the invention is to provide means as set forth in the preceding object which will cause the reapplication of the brakes following relief oi the wheel slipping condition to not exceed a degree which bears a substantiaily xed relationship to the initial degree'oi' application which produced the wheel slipping 1g condition. f

A still further object oi the invention isrto provide an improved type oi inertia device per se. which comprises relatively few operating parts, 'which is of rugged design, and which may be so 35 constructed as to require a minimum of space for installation..`

Other objects and advantages ofthe invention, dealing particularly with the construction and atrangements of parts, will be iully appreciated gg from the following description, which is taken in connection with the attached drawings. wherein, Fig. l shows in schematic and diagrammatic form an embodiment of the invention as adapted to the head end or control car of a train. f Q5 Figs. 2 and 3 show, respectively, detaii'views taken along the lines 2-2 and #-4 of Fig; l.

Fig. 4 shows a sectional view of an improved form or inertia device which may be employed to detect and relieve a wheel slipping conditionf ,Figs 5, 6 and 'l show, respectively, views taken along the lines 5 5. I- and 1-1 of Fig. 4. Fig. 8 shows in elevation a Vview oi two of the principal rotary elements in the inertia device.

of Fig. 4, and the means provided to control relative Vrotational andfaxial movement therebetween. f

Fig.,9\is'similar to FlgLS, showing a modiilcation oi.' the means provided for controlling relative rotational and axial movement between the two rotatable members.

l r --and its release Yiroxn the brake vcylinder Il is shown at l I, an inertia device for controlling theJ control valvedevice il` is shown at vI2, vangernex'- 68 gency valve device at* Il, a'brake valve device/ at. I4, a pneumatic switch devio'eflat` Il, and a main reservoir at Il.

For the purpose o: illustrationen brake eyxinder `Il will be regarded as operating conventional brakes on the wheels-.of one axle. `Thus' if each car comprises two trucks ot,two axles each, there will be four brake cylinders for the entire car and a control valve device II for each brake'y cylinder.

68 Considering now in detail the control valve device Il, this device comprises a relay valve secr tion i1, a diaphragm sectionfll, and a magnet valve section I 9. f

'I'he relay valve section l1 ishoused in a casing deiining a pressure'chamber 2l,which is in constant open commimication with vthe brake cylinder Il by way o! pipe and passage 2|. Por

controlling' the supply of fluid under pressure tothe chamber 20 there is provided a main supply valve 22,*urge'd to a seated positionby a spring 1 a seated position by a spring 28.

22. The supply valve 22 controls the supply of uid under pressure from a main reservoir pipe 24, and communication is established from this pipe to a chamber 25 to the left of the supply valve by way of a choke or restriction 26. The 5 supply valve 22 is, therefore, subject on its leit handside to the combined pressure oi the spring 23 and fluid in the chamber 25.

Disposed within the'main supply valve 22 is s pilot supply valve 21, which is urged toward 10 So long as they pilot supply valve 21 is seated. iluid pressure is maintained in the chamber 26, but when the pilot valve is unseated iluid under pressure may ilow from` the chamber 25 to the chamber 2l 15 more rapidly than to the chamber 25 from pipeV 24, so that pressure of fluid in the chamber is greatly reduced.

For controlling communication between the chamber 20 and the atmosphere, there is provided a mein release valve 29. The valve 28 is provided with an elongated body 30 which extends into and is siidable in a bore 3i. Extendlng longitudinally oi thebody 30 is an aperture 82 and extending through this aperture is the g5 stem 3l of a pilot release valve 24. The pilot valve seats at the right end of the aperture. The extreme left endcf the stem 33 is threaded and disposed on this threaded portion are two nuts Il, which act as a stop. As may be readily obso served, the pilot valve 34 and the stem Il are movable relative to the body III.

` When the main release valve 29 is in its unseated position, as illustrated, the pressure chamber 20 is in communication with the atmosphere u by way of an exhaust passage 38. Whenl the release valve 29 is in its seated position, and the pilot valve 34 is also seated, this communication to the atmosphere is closed. I! while pressure exists in the chamber 2l, the release pilotvalve 24 is unseated, iluid under pressure may ilow past the unseated pilot valve and through the aper- `ture 32 to a chamber 31 to the left oi the main release valve body 30. This will then produce .on the left end of the valve body a fluid pressure u substantially equal to that acting on the right end, so that with the pressures on either end' of the valve substantially balanced it may be unseated with a relatively light torce applied in an unseating direction. Eventually pressure n l-in chamber l1 will leak away through restricted port Il and e Il. I

For operating the main supply valve 22 and the main release valve 2l, and their respective pilot valves', thereis provided ka mechanism eomu prising a-lever 4l pivotally mounted through ball bearings 4I on a plunger V42. e plunger 42.y has one end projecting in a bore I in the cssing, while its' other endis slidable in n. bushing44. Aspring 4l acts upon'aange on n the plunger to urge the plunger to the right.

The upper endv of the lever 4I engages .rdifferent plunger I1, which slides in a'bore in the casing. and one end o! this plunger engages theJ stem or the supply pilot varve 21. an d1un- .sv .able stop screw 40 provides a stop for the pper 'end of the lever 4t when moved to the right.

The lower. end oi' the lever 4I is loosely at tached to yet another plunger Il, also slidable in a bore in the casing, and the other end o! 7o this plunger has/secured thereto' a sleeve mem-y ber'll which provides a means forv securingthe release pilot valve I4 thereto.' A spring cushioned stop l2 arrests the movement of the lower end of lever 4l when moved to the right. Y1l

andere Considering now the diaphragm section I8, this section is housed in a casing having suitably secured therein two diaphragms 54 and 56, which with the casing denne two 'pressure tight chambers 55 and 51. The diaphragms 54 and 56 are of unequal eilective pressureareas, -the diaphragm 54 being substantially larger than the diaphragm 56. Forthe purpose of illustration it will beassumed that the area of the'diaphragm 56 is substantially seventy-tive per cent of the area of the diaphragm 54.

The diaphragm 54 is providedtwith aiollower plate 58 having aprojection 59 for engaging the right hand end of the aforementioned lplunger 42.

The diaphragm 56 is provided with a. follower plate 6D which engages but is unconnected to a plate 6l secured to the diaphragm 54. Two diaphragms are thus maintained in spaced relationship, and are independently movable with respect to each other. A spring 62 is interposed between a plate 63 to the right of the diaphragm 56 and the casing of the diaphragm section, so as to bias the two diaphragms to a neutral positlon. The spring 62 is a weaker spring' than the plunger spring 45, so that the parts of the reray valve section I1 are, in the absence of iiuid pressure in chambers 55 and 51, positioned as illustrated. f

When iiuid under pressure is supplied to either er both of the chambers 55 and 51, one or both of the two diaphragms 54 and 56 will befdeected to the left. This will shift the plunger 42 to the left, and due to the combined pressure of spring 28 andthe fluid. in chamber 25 actingon the supply'pilot valve 21, the lever-40 will ilrstfulcrum about its upper end and seat both the release pilot valve 34 and the main release valve 29. This will then close communication between the chamber v2l) and the atmosphere. Thereafter the lever 48 will fulcrum about its lower .end and first unseat the ,supply pilot Valve 21. 'Fluid under pressure in the chamber 25 will then ow rapidly past the now unseated pilot supply valve 21 to chamber 28, thus greatly reducing the force effective in holding the main supply valve 22 seated. Further movement'of the lever 48 to the left will then cause plunger 41 to engage the main supply valve 22 and readily unseat it, so .that iluid under pressure will ow from the main reservoir pipe 24 to the chamber,

Therefore, when brake cylinder pressure, and

' consequently that in chamber 20, becomes equal to the pressure in chamber 55, the plunger spring 45 will shift the plunger 42 to the right until the supply valve 22 and its pilot valve 21 are both seated, with the two release valves also maintained seated. 'Ihe supply of fluid under pressure to the brake cylinder will then be lapped, and brake cylinder pressure will correspond to the pressure in chamber 58. It will also be apparent that brake cylinder pressure will be maintained against any leakage which takes place.

If now with the lap condition existing fluidunder pressure should be released from the 3 chamber ts, 'but maintained in chamber s1, the preponderant force of pressure in the chamber 28 will shiItthe plunger 42 to the right-and thus first unseat the release pilot Valve 34, and then the main release valve29. will be released from thelchamber 28 to the at- Fluid under pressure mosphere until such time as the force acting on A 56 bears to the area of diaphragm 54, that is, for

the example assumed brake cylinder pressure will now be seventy-ve per cent of the pressure established with pressure in, both chambers 55 and 51.

For controlling the supply of fluid under pressure to and its release from the chambers 55I and 51, the magnet valve section I9 has been pro vided. This section comprises two magnet valve' devices 65 and 66, the former designated as low magnet valve" and the latter as-high magnet valve.

The loW magnet valve device 65 comprisesA a double beat valve 61 which is urged to an upper seated position by a spring 68, and which is actuated to a lower seated position upon energization of an electromagnet 69. In its upper seated position the double beat valve 61 opens communication between a passage 69, which is connected to one section of a control pipe 10, and Ya passage 1i which leads to the chamber 51. When the double beat valve 61 is in its lower seated position, this communication is closed and the passage 1i and chamber 51 are connected to the atmosphere by way of exhaust port 12.

The high magnet valve device 66 is also provided with a double beat valve 14 which is urged to an ppper seated position by a spring 15, and which is actuated to a lower seated position by an electromagnet 16 when energized. In its upper seated position the double beat valve 14 establishes communication between the aforementioned passage 1l and a passage 11 leading to the chamber v55. In its lower seated position the double beat valve closes this communication and opens communication betweenl the passage 11 and an exhaust port 18.

The high magnet valve device 66 is also provided With stationary contacts 19 and movable rcontact which,are out of engagement when the double beat valve 14 is in upper'seated position and in engagement when the double beat valve is in lower seated position. The contact 88 is secured to and insulated from a stem 8| which is attached to and movable with the double beat valve 14. i y

The pneumatic switch device I5 is embodied in a casing having disposed therein a piston 82, which is subject on its lowermost side to the pressure oi fluid in a chamber 83 and on its uppermost side to vthe pressure of a spring 84 disposed upwardly to .cause the engagement of the contacts just referred to.

Considering now the emergency valve device 75 i3, this device is embodied in a casing having disposed therein a piston 92, subject on one side to the combined pressure of fluid in a chamber 93 and that of a biasing spring 90, and on the other side to the pressure of fluid in a chamber 00 which is connected by a branch pipe 0| to the aforementioned main reservoir pipe 24.

The piston 92 is provided with a stem 96 which is recessed to receive and move coex'tenslve with movement of the piston 92 a slide valve 01.

The chamber 93 is connected to a normally charged pipe 98, which may bey a brake `pipe, a

safety control pipe, or other similar pipe, andv so long as this pipe is charged the piston 02 will be maintained in its illustrated position, where a feed groove 9|) connects the two chambers 90 and 95. Upon an emergency reduction of pressure in the pipe 98 and chamber 03, the overbalancing fluid pressure in chamber 95 will shift the piston 92 to its extreme left hand position closing the feed groove 90. This will shift the slide valve 91 from the illustrated position, where a cavity 99 establishes communication between the two sections oi the control pipe 10, to a. position where this communication is interrupted and the right hand section of the control pipe isV opened to the chamber 95. lkUpon restoration of pressure in the pipe 98'and chamber 93, the piston 92 is shifted back to the illustrated position to reestablish communication between the twot `sections of the control pipe.

The brake valve device I4 may be of conventional design, and the type having both a rotary valve and a self-lapping valve mechanism operable by one handle is preferred. Such arbrake valve is illustrated in Patent No. 2,055,460, granted September 22, 1936. As illustrated here the brake valve device is provided with a single operating handle |00 which is movable from a release position to various positions in a service application zone, and beyond this to an emergency position. As is well known, when the handle |00 is in the release position, the normally charged pipe 80 is maintained in communication with the main reservoir pipe 24, while the control pipe 10 is maintained in communication with the atmosphere. Upon movement of the handle |00 into the service application zone, fluid under pressure is supplied from the main reservoir pipe by the self-lapping mechanism to the control pipe 10 to a degreedependent upon the position of the handle in the service application zone. The selflapping portion maintains the pressure in the control pipe against leakage so that at all times it corresponds to the brake valve handle position.

While the handle is in the service application zone communication is maintained between the pipe 00 and the main reservoir pipe'by the rotary valve.

Upon movementof the brake valvehandle`|00 to the emergency application position, communication between the normally charged pipe 00 and the main reservoir pipe is interrupted andthe pipe' 00 isvvented to the atmosphere at an emergency rate, while at the same time fluid under pressure is supplied to the control pipe 'I0 to the maximum degree possible by operation of the brake valve deviceH f Considering now the inertia device I2, this device is preferably housed in a casing having projecting therefrom a shaft |02 upon which is secured, as by a key |00, a driving pulley |04. This pulley isprovided with an annular recess |00 for receiving a conventional type V-belt. The pulley may be held upon the shaft by a nut |00. `Where the shaft |02 enters the-casing a thrust roller bearing |01 is provided, and a stufllng box |00 is provided to prevent the entrance of dust and foreign matter. The shaft |02 rotates in a roller bearing |00 mounted in the casing, and in two other roller bearings ||0 disposed in members to be presently described.

Rigidly secured to the part oflthe shaft |02 within the casing, as by keys |I I, is an annular member or body ||2. Loosely disposed on the shaft |02, through the aforementioned roller bearings IIO, is a relatively heavy body or mass |I0, which is provided with a recess III in one side thereof so shaped as to receive or embrace theaforementioned annular member I|2. The member Ill may both rotate and move axially ,relative to the shaft |02, by virtue of the roller bearings |I0, and similarly relative to the casing within which it is mounted by virtue of another roller bearing |I6, which is slidable in a bore I|3 in the casing. A spring |I1 is disposed concentrically with respect to the shaft |02 and reacts between a flange ||0 on the shaft and a thrust bearing IIS within the member III, to urge the member H4 toward the member I|2.

Now the right hand face of the member I I2 is provided with two dished recesses |20 and the adjacent face of the member I I0 is provided with two similar and" complementary recesses I2|. Disposed between the members I|2 and Ill, and resting in the aforementioned recesses, are steel balls |22. The recesses |20 and |2I are deepest near their mid-point and slope first rather abruptly andthen more gradually toward their longitudinal extremities, somewhat but not precisely like an ordinary teaspoon. The balls |22, therefore, tend to assume a position in the deepest portion of the recesses. When, however, one of the members ||2 and |I4 is acting under a force Vof rotation greater by a predetermined amount than the force acting to similarly rotate the other member, the member acting under the greater force rotates relative to the other. This differential movement is limited by engagement of pins |20, radially disposed in the periphery of the member |I2,' with the ends of coacting slots |24 disposed on the inside periphery of the recess ||0 in the member IM.

When, however, the members |I2 and ||0 are y urged to'rotate under substantially the same rotational force, or. the forces of rotation differ by less than said predetermined amount, the balls |22 will remain substantially in the positions, and .the members ||2 and III will assume relative positions, as indicated in I ifs. 2 and 3.

When relative rotational novement takes'place between the members I2 and III, the shifting of the adjacent recesses |20 and |2| from a position of coincidence to a position of non-coincidence produces an axial movement of the member ||0 'y to the right', as viewed in Fig. 1, because the balls |22 must move to shallower portions of the recesses. Nowy the member III has secured to its right end a vcap |25, which carries in a recess therein a steel ball |20, 'which upon movement of the member ||4 through a predetermined distance 'to the right engages a button |21 of insulating material carried by a spring member |20.

When the button |21 is engaged by the ball |20 and deflects the spring member |20 to the right, a contact |20 may be caused to engage a second contact |00, and upon further movement the contact |00 may similarly engage a contact |0I, it being understood that contacts |20 and |00 engage first, and thereafter contacts |00 and |0| 'Contacts |23, |30 and |3| are carried, respectively, by spring members ,432, |33 and |34, all of the spring members being supported by an insulating block |35, and thereby being insulated both from the casing of the inertia device and from each other.

When the force tending to produce relative rotational movement between the members ||2 and ||4, diminishes below the aforementioned predetermined value, the spring ||1 will cause the two members to assume the relative position shown in Figs. 2 and 3whereupon the contacts Will assume theopen positions shown in Fig. 1.

In order that the parts of the inertia device may vbe fully lubricated, thecasing may be made oil tight and' partially filled with oil as indicated at |33 and |31. Suitable filling and draining plugs may be provided asis common practice. Further, a readily removable end plate |38 may be provided. adjacent the contacts, so that ready inspection and adjustment may be made.

The pulley |05 may be driven directly from a i vehicle axle, or other part which rotates at ve-l hicle speeds. Instead/of a belt drive, a gear or chain drive, or other conventional drive, may Kbe employed.

The operation of this embodiment vention will now be described. i

Running condition In the description which follows reference will be had only to a single vehicle, but -it will be understood, of course, that the 'operation will be substantially the same when described in connection with a train.

When the vehicle is running underpower, or is coasting, the brake valve handle is maintained in the release position, so that the pipe 98 will be maintained charged, and the pipe 'l0 connected tothe atmosphere.

With the pulley of the inertia device |2 being driven at vehicle speed, and this speed being substantially constant, or varying only at a 4relatively low rate, the members II'2 'and I|-4 will be running iny substantial ,synchronlsmp They `will then assume relative positions as indicated in Figs. 2 and 3. The parts are preferably so designed that these relative positions are readily maintainedl for all normal Crates of speed change 'of the vehicle itself.

' The parts of the control valve device will ybe inthe positions as illustrated, so that the brake cylinder |0 will/be in communication with the atmosphere, and the brakes thus fully releasedc l I Service application of the brakes When itis desired to eect a service application of the brakes, the` brake valve handle |00 vis turned into ythe service application 'zone so that communication between the pipe 'l0 and the atmosphere is closed and communication established between the pipe 'l0- and the main reservoir pipe 24. When iluid under pressure has been established in the control pipe 'l0 toea degree dependent upon the handle position it will be automatically lapped. Fluidun'der pressure supplied l to the first section of the control pipe 10 flows by way of the emergency valve device i3 to' the second section of the controlA pipe, and from thence to each of the chambers 55 and .5,1 in the control valve device through the communications previously described.

As'ilid pressure is established in the chambers 55 and 5l, the relay valve section Il of the concroi vsive device is actuated as before described to supply duid under pressure from the main reservoir pipe 24 to the brake cylinder |0. The degreel of brake cylinder pressure will be substantially equal to the degree of pressure established in either of the two chambers, because at this time boththe high and low magnet valves are deenergized so that pressure is established inboth chambersrto the same degree. At'a low pressure in the second section of th control pipe 'I0 the pneumatic switch device l5 will close both sets of its contacts.l However, this will perform nofunction at this time, but, as

will' presently appear, the closing of these con-,

tacts merely conditions certain circuits so as to' render the inertia device 2 eiIective-in controlling the` control valve device If now it is assumed'that the' wheels being' -energy. stored therein so that it will tend to con-Y tinue rotating at vehicle speed, This will produce the requiredinitial diiferential rotative force to cause relative rotational movement between the two members ||2 and ||4, until the pins |23 strik`the ends of the recesses |24. Since the 'slopev of the recesses |20 and |2l becomes shallower towards their extremities, it follows that a smaller diiferential rotative force will maintain the members in their new relative positions. vAs before described, when this takes place contact will rst engage contact |30, and thereafter/contact will engage contact |3l.

When contact'i20 engages contact |30, the electromagnet'n of the high magnet valve will be energized from a source of current supply, as for example a battery |40, over a circuit which includes, beginning at the battery, conductor |4|-, contacts .30 and 00, conductor |42, contacts |23 andj30, conductor |43, the electromagnet 18, and

lower seated position, closing communication between the control pipe and the chamber 55, and opening communication between., this chamber and the atmosphere, by way of exhaust port. The size of this exhaust communication is preferably made large, so that the pressure' in the chamber 05 may be reduced at an ,extremely rapid rate.

Engagement of contact |30 with contactv Il! results in energizing the electromagnet 39 of the.

low magnet valve 55, over a circuit which includes,

beginning at contact. |29, contacts 30 and |3I;

conductor |45, electromagnet 69, and ground return connection |48. Energization of the ele'ctromagnet shifts the double beat valve 01 to lower seated position, thereby closing communirelatively large, so that the pressure inthe cham- 'ber 5l will be alsoreduced at an extremely rapid rate. The simultaneous rapid reduction of pres- "cation between the control pipe 10 and the chamsure in Vboth chambers B5 and 51 will, as will beapparent, also effect a rapid reduction oi pressure in brake cylinder i0.

Therefore, with brake cylinder pressure being rapidly reduced during the time when the vehicle wheels are changing in speed from that corresponding to the speed of the vehicle toward zero speed, l. e., toward a locked wheel condition, it will be apparent that if the brake cylinder pressure is reduced fast enough the braking force on the slipping wheels will decrease suiiiciently to arrest the deceleration of the wheels before a locked wheel condition-is reached. It is the intention that the parts be designed to accomplish this end, so that before the slipping wheels reach alocxed wheel condition, they will cease diminishing in speed, and then due to the adhesion between wheels and railscommence to accelerate in speed and quickly return to vehicle speed.

While the slipping wheels were decelerating the member i4 will remain displaced from its normal position with respect to the member H2. If, as viewed in Fig. 3, it be assumed that the shaft |02 and member H2 are rotating in a counter-clockwise direction, then while the slipping wheels are decelerating the member i4 will move with respect to the member ||2 so that the pins |23 will occupy the positions as shown in dotted lines -n this figure. If for convenience this is called the forward position of the member H4, then when the slipping wheels cease decelerating and commence to accelerate in speed toward train speed, it will be apparent that the member ||4 will first move toits relatively neutral position, and then as the` force accelerating the wheel increases will move to a new relative position where the pins |23 will occupy a position at the other extreme end of the slots |24, that is, the member H4 will be shifted to a so-called backward position. As the member I4 shifts between the forward and .backward positions the contacts |2l, l

III and |3| will ,be momentarily out of engagel ment, and will thenreengage as the member ||4 moves to the'backward position.

When thesecontacts disengage, the electromagnet ot the low magnet valve Il only will be deenergized, because when the high electromagnet 18 ;was energized .the contacts 1I and II closed, forming a holding circuit for the high electromagnet. This holding circuity comprises, beginning at the battery |4l, conductor lli, contacts I6 and I8, conductor |42, conductor |41, contacts 19 andli. conductor HI, contacts I1 and II, conductors |49 and |43, the high electromagnet 16, and ground return connection |44. The double beat valve 14 will thus remain on its lower seat, making it impossible to resupply uidv under pressure to the chamber Il.

The momentary deenergizstion of the low electromagnet BI,`while the member I|4 is shifting from its forward to its backward position, relative to the member H2, will result in momentary resupply of uid under pressure to the chamber S1. When the member H4 moves to its backward position, the electromagnet II willvbe reenergized and again release fluid under pressure from'this chamber. Thus the brakes will be released while the slipping wheels are accelerating rapidly back to train speed.

. When the slipping wheelshave reached substantially train speed, the force tending to maintain the member I I4 in its backward position will diminish so that the members willassume the relative positions shown in Fig. 3. When this takes place the low electromagnet II' will again be deenergizd so as to readmit iiuid under pressure to the chamber l1. With the high electromagnet 16 maintained energized no pressure will exist in the chamber Il, so that the degree of brake cylinder pressure will bear to the degree of pressure in the chamber 51- (or that in control pipe 10) the same relation that the area of diaphragm 56 bears to the area oi diaphragm I4. Thus for the relative areas assumed brake cylinder pressure willnow be seventy-tive per cent of the initial value which produced the wheel slipping. It is expected that this reduced limit for the reapplication ofthe brakes will prevent a reoccurrence of the wheel slipping condition. However, if wheel slipping should again occur with the brakes thus reapplied, it will be apparent that the low electromagnet 69 will again be energized to release fluid under pressure from the chamber l1, and will again supply fluid under pressure thereto when the slipping condition has been substantially relieved.

When it isdesired to release the brakes. the operator turns thebrake valve handle to the release position, whereupon iluid under pressure is released from the control pipe 1li, and conse- -quently from the diaphragm chambers l and 51.

'I'he relay valve section I1 is thus loperated to release iluid under pressure from the brake cylinder i0, -to release the brakes. y

It should vbe apparent that the inertia device i2 is equally effective for both directions of travel of a vehicle, and that the brakes may be graduated on or ol by suitably varying they pressure in the control pipe. i

Emergency application When it is desired to effect an emergency application oi' the brakes, the `lar-ske valve handle III is turned to the emergency position, in which position the no ly charged-pipe I8 is vented to the atmos re 'at an emergency rate, while at the same time fluid under pressure is supplied to the control pipe to the maximum degree. The handle III is left in the emergency position so as to completely deplete the pressure in the pipe II.

Upon an emergency reduction 'oi' pressure in the pipe IVI, the piston I2 in the emergency valve device II will shift toits extreme lett hand position, and open communication between the chamberV Il and the right hand section oi' the controlpipe 1I, as previously described. Fluid at main reservoir pressure will then ilow to the right hand control pipe section, and from thence to In the event that the emergency valve device piston I2 should fail to shift to its extreme left hand position, fluid under pressure will then iiow from the rst section oi' the control pipe 1I to the second section to. eifect the application.

. When it is desired to etect a release of the 'brakes following an emergency application, the

brake valve handle III is turned to release position, where. fluid under pressure is again supplied to the pipe II, -and when sufficient pressure has been established. in chamber II, piston I2 will .move back to the illustrated position, and since the two control pipe sections will then be connected, the release will be eected through the brake valve device I4, as for a release following a s`ervice application.

Aembodiment ofrig. 4

member |64, while loosely disposed on the shaft and slidable therealong is a second .or plate member |66. The members 64 and |66 are enclosed, for compactness, by a relatively heavy body |66 which is made up of two sections coupled together? as illustrated, and disposed on and adapted to ,rotate relative to the shaft |62, through roller bearings |61. y A v The member, |64 isprovide with two elongated slots |68 disposed on its periphery and arranged diametrically opposite. The member |66 is provided with' two smaller slots or recesses |66 f also arranged diametrically opposite. The mem- 1 ber |66 carries on the interior thereof two pins |10, each of which passes through one of the small recesses |69 on thel member |66 and one of the larger recesses |66 onthe member 64. It will thus be obvious that if the member 66 ro-i tates relative to the member |64 the member |66 -rotates with it, andthat the degree of relative movement between members |64 and |66 is limited by the length of the slot |66.

As best shown in Fig. 8, the two members 64 and |65 are provided respectively with dlshed recesses |12 and |18, preferably shaped like recesses |20 and |2| of Fig. 1, and so arranged that when the two members are urged together ,steel balls |14 will act as a coupling between the two members, as previously described in connection with the embodiment of Fig. 1. 'I'he member |66, which is slidable along the shaft |62, is urged toward the member |64 by -a spring |16. The spring |16 seats in a spring seat |56 in the heavy Abody |66 andexerts a yielding force on the plate member |66 to maintain it in driven engagement lwith the member |64.

When, however, Athe force urging rotation oi.' the heavy member |66 is greater or less by a predetermined amount than the force urging rotation of themember |64, relative rotational movement will take place between members |64 and |66, and the member |65 will, due tothe action of the balls |14 between thel two members, move to the right against the yielding force of spring |16. As the member |65` movesto the right it carries with it an element |16, which extends transversely through a slot |11 in .the shaft |62 and'projects beyond the shaft a distance permitted by a flange |18 on the member |64.

The length of the slot |11 in the shaft is such that the element |16 may move a predetermined distance to the right, and in so moving it shifts a 'rod |19 a corresponding distance, the rod being disposed in a longitudinal- Ily extending bore |80 in the shaft |62 of'slightly larger diameterv than the outside'diameter of the rod. The rod |19 is provided with an end portion |61 which is insulated from the remainder of the rod, and adapted to engage a contact member |82. 1

The contact member |82 is Vpivotally mounted at |83 to a base contact member |84, and is connected thereto` by` flexible connector |65.

A spring |86 acts between tha'base contact member` |64 and the contact member |82 to bias the latter to the illustrated position, an adjusting screw |61 being provided to determine this biased position. 'I'he base contact member |84 is secured to an insulating block |88 carried by the casing of the inertia device.

The contact member |82 carries a contact |29a, and the arrangement just described for supporting this contact |26a is duplicated for each of two other contacts |304 and |3|a, it being understood that the icontacts |26a, |30a and. |3|a are` the counterparts of the contacts |29, |30 and |3| shown in Fig. 1, and are intended to be similarly connected to the circuits shown in Fig. 1.

. For the purpose of conserving space the supporting members forthe contacts |29a, |30a and |3|a are disposed in angular relationship on the insulating block |88,`as is more clearly shown in Fig. 7.'A In. order to avoid repetition of description, the supporting members for these contacts are ,given like numerals. v

lIt is to be understood that when relative rotational movement takes place between the heavy member |66 and the member |64, that .contact quence as described in connection with the embodiment of Fig'. 1. y

In order to provide easy access to the contacts for the purpose oi' inspection and adjustment, a removable casing member |60 is provid/ed, preferably held in place by screws |9I, with an inter- |26a first engages contact |30a, and then conv tact |30a engages contact |3|a in the same se-' vening gasket |92`betweenthe removable mem- 'ber and the casing proper. An inside threaded lugl |63 may be provided for conduit attachment,

for the entrance of suitable cables comprising the conductors |43, |46 and |41 shown in Fig. 1.

Attached to the left or larger end of the shaft |62 is a pulley and clutch mechanism comprising a pulley |94 anda clutch member |95. The clutch member |96 has a sleeve portion |96 which is'rigidly secured to the shaft |62, as by keys |91, and a fiange portion |96 which extendsradially of the .sleeve portion. The flange |68 is provided with a clutch face |99, complementary to a like clutch face 200 on the pulley |94. Between the clutch faces |99 and 200 is a composition clutch plate 20|. It may be preferred that the composition clutch plate be secured tov one or the other of the clutch faces |99 and 200, although there is no objection to having it loosely disposed therebetween.

The pulley |94 is rotatable with respect to the sleeve |96 through the metal to metal contact shown, and with respect to the shaft |62 through roller bearings 202. A spring 203 acts upon the pulley to urge the clutch faces into frictional engagement through the plate 20|. The pulley |94 is provided with two V-grooves 204 for Ireceiving lthe usual Y-belt. It will, of course, ybe understood that instead/of employing a belt drive a gear or chain drive may be employed. Y f i Regardless of which type of drive is employed, the pulley or like member is preferably provided with an extendedportion 205 for overlapping a flange 206 of the casing, with an annular seal 201 of felt .or theV like for closely fitting the flange. `206, so as to prevent the entry of dirt' or foreign matter within'the casing. Similarly, at the end of the pulley or like member, a dust excluding plate 209 is preferably provided, and having alike the member 266 in place, as well as to retain the roller bearing 202 in place.

The inertia device may be attached as a unit to some stationary part of the vehicle by lugs 2|2.`

Operation of the embodiment of Fg.r,4

In describing the operation of the embodiment of Fig. 4., it will be assumed that the contacts i29a, |3611 and |3ia are connected to the circuits of Fig. 1 exactly the same as their counterparts in Fig. 1. Further, itfwill be assumed that an application of the brakes has been effected, and that the wheels associated with an axle to which the pulley |94 is connected have just begun to slip.

Before the wheels commence to slip, the pulley |94, shaft |62, and members |64, |65 and- |66 will have been operating in substantial synchronism. The initial tension on the clutch spring 263 will be great enough to cause the clutch faces to engage with sufficient force to transmit rotary motion from the pulley to the shaft, and other parts, so long as the vehicle is operating at a constant speed, or'its speed is not diminishing or increasing at a rate greater or less than a predetermined rate. That is to say, if the vehicle is decelerating the clutch will be eective in holding the shaft |62 and pulley |94 clutched so long as the rate of deceleration does not exceed a predetermined or chosen value. The relative positions of the members |64,-|66 and |66 will thus be as shown in Figs. 5, 6v and 8.

When the wheels associated with the axle begin to slip, the pulleyl |94 will decelerate at the same` Lrate that the slipping wheels decelerate. A slipping wheel has, as beforevstated, an extremely high rate of deceleration. The shaft |62 will,

however, decelerate at a rate corresponding closely to that of the vehicle proper, due to the stored energy in the heavy member or body.v |66. The

' force acting to retard the speed of the pulley |94 will cause slippage of the clutch, so that while the pulley is deceleratin'g rapidly the speed of the shaft is maintained much higher due` to the stored energy in the heavy body |66.

. The clutch will, of course, exert a braking effect on the shaft |62, so that a force will be developed sufficient to rotate the heavy body |66 andv member 165 relative to the member |64, and they will assume what will be termed a forward position. In moving to its forward position the mem- ,ber |65 will be shifted axially'of the shaft |62,

'and thus cause contact |264 to engage contact |a and thereafter contact |66a to engage contact |3|a, to perform the operation of the control valve device as described in connection with the embodiment of Fig. 1. This will effect a rapidA release of the brakes on the slipping wheels.

In the operationv of the embodiment of Fig. 1,'

cessationv'of deceleration and the beginning of substantial acceleration of the wheels is an appreciable one, lso that during this intervalI fluid under pressure is resupplied to they brake cylinder to an appreciable degree, and when acceleration begins and this fluid is again released to the atmosphere, there results a loss of fluid the apexv of V rounded somewhat as under pressure which in some cases may not be tolerable.`

The arrangement of the parts of the device of Fig. 4 is such as to prevent this waste of fluid. During the time that the slipping wheels are decelerating at a high rate, the shaft |62 is decelerating at a relatively lower rate. The vehicle is also decelerating at a lower rate, not greatly different from that of the shaft. It follows, therefore, that before the clutch can become effective in reengaging the pulley |64 with the shaft |62, the pulley speed, and hence the speed of the wheels, must approach and equal the speed of the shaft. When this takes-place, the

` heavy member |66 will shift from its forward vposition to its normal or neutral position and thereby open contacts |29a, |360. and lala.

By properly designing the parts, these contacts may be caused to open at or just about the time the slipping wheels have reached train speed, (i. e., the speed of non-slipping wheels) so that whi1e`the body |66 will shift to its neutral or normal position, it will not go beyond this to its Y backward position. The brakes will thus not be tially train speed, the danger of a reoccurrence of wheel slipping is greatly minimised.

In all other respects the operation of the inertia device of Fig. 4 in controlling the operation of the control valve device of Fig. 1, is substantiallyjs described in connection with the embodiment of that figure.

embodiment of Fig. 9 5 n* This embodiment deals with the' substitution of a triangular member or block 220 for each of. the balls |14 in the embodiment of Fig. 4. As'

is readily seen in Fig. 9, the member |64 is provided with a rectangular recess 22| in place of the dished recess |12 of Pig. 8, while the member |66 is provided mith a V-shsped recess 222, with shown at When the members`|64 and |66 are rotating in substantial synchronism, the block 22| will be positionedas shown. It will be noted that the base of the block rests flatly upon the base of the slot 22|. When now the member |66 is urged forwardly or backwardly of the position shown in Fig. 9, with respect to the member |64, the block 226 will fulcrum about one of its base corners, and cause the member |66 to slide axially of shaft |62. Due to the fact that the block is triangular in shape the initial force required to tilt the block will be relatively great, while the force required to continue the tilt will reduce as the side between the tilting corner and the point engaging the V-prtiorr 226 approaches parallelism with' the center line of the shaft |62.

- That is to say, if the block 226 is tilting about its base corner 224, then as the corner 226 is shifted toward a horizontal line passing through the corner 224, the force required to move the member |66 relative to the member |64 diminishes. The shaft |82 must. therefore, tend to decelerate at a rate greater than a predetermined rate before the member |85 can be caused to shift relative to the member |84, but once it has shifted it readily moves to its forward or backward position without delay. This is particularly advantageous in that as the slipping wheel decreases in speed, the rate of decrease will undoubtedly diminish as the brake cylinder pressure is reduced, so that the force active in maintaining the member |65 in its shifted position diminishes. With either of the constructions of Figs. 1, 4 or 9, once the relatively shiftable member has shifted to either its forward or backward position it will remain there until the differential rotative force acting on it diminishes to a value much lower than that which produced the shift.

From the foregoing description of several emsediments of my invention, it will be seen that i have provided means for detecting Wheel slipping in the incipient stage, and for immediately and instantly releasing the brakes on the slipping wheels at a rate sufiiciently rapid to arrest the wheel slipping condition before wheel sliding actually takes place, and for then reapplying the brakes to a limited degree, lower than the initial degree, when the slipping wheels have substantially attained trainl speed.

it will be apparent that many modifications and changes may be made in the apparatus shown, and I do not, therefore, desire to be limited to this specific apparatus or other than according to the appended claims.

Having now described my invention, what claim as new and desire to secure by Letters Patent, is:

l.. in a vehicle brake system, in combination, means for effecting an application of the brakes, inertia operated means responsive to an incipient stage of wheel slipping' for quickly eiecting a release of the brakes on the slipping wheels at a rate sufficient to arrest lthe wheel slipping condition and thus permit the slipping wheels to increase in speed toward that corresponding to vehicle speed, and operable as said wheels increase in Vspeed to effect a'reapplication of the brakes on said wheels, and means for limiting the degree of the reapplication to a value bearing a substantially iixed ratio to the degree which produced the wheel slipping condition.

2. In a vehicle brake system, in combination, means for effecting an application of the brakes, an inertia operated device operable inone manner in response to an incipient stage of wheel slipping and operable in another manner following arresting of the wheel slipping condition, means responsive tooperation of said device in said rst manner for eiecting a release Y of the lbrakes on the slipping wheels at a rate suiilciently rapid to arrest the wheel slipping condition and thus permit the slipping wheels to increase in speed toward that corresponding to vehicle speed, and means operative in response.

to the return of said device to its normal condi tion following operation of said device in said second manner for eii'ecting a reapplication of the brakes to a degree which bears axed relation to the initial degree which produced the wheel slipping condition.

3. In a vehicle brake system, in combination, a brake cylinder for operating thebrakes on vehicle wheels, means for effectingl al supply of fluid underl pressure to said Vbrake cylinder to eilect an application of the brakes on saidI wheels,vin

ertia operated means responsive to the initial slipping of said wheels due to the application of the brakes for effecting a release of fluid under pressure from said brake cylinder at a rate sufilciently rapid to arrest the wheel slipping condition and thus permit the wheels to increase in speed toward that corresponding to vehicle speed, means operable in response to the return of said slipping wheels toward the speed corresponding to vehicle speed for eiecting a resupply of uid under pressure to said brake cylinder, and means for causing the degree of brake cylinder pressure established by said resupply to not exceed a value which bears a fixed ratio vto the initial brake cylinder pressure which produced the wheel slipping.

4. In a vehicle brake system, in combination, a brake cylinder for operating the brakes on vehicle wheels, means for effecting a supply of fluid under pressure to said brake cylinder to eiect 'an application of the brakes on Said wheels, in-

ertia means having an element shiftable to a first relative position in response to slipping of said vehicle wheels and shiftable to a second relative position when the wheel slipping condition has been arrested and said wheels are increasing in speed toward that corresponding to vehicle speed, means responsive to shifting of said element to said first position for eiecting'a release of fiuid under pressure from said brake cylinder at a rate sufliciently rapid to arrest the wheel slipping condition, and means operative in response to return of said element to the normal position thereof following shifting of said element to said second position for eiecting a resupplyv of fluid under pressure to said brake cylinder, and means for limiting the degree of said resupply to a value which is lower than and bears a xed ratio to the initial brake cylinder pressure which produced the wheel slipping condition.

5. in a vehicle brake system, in combination, valve means operatively responsive to the same degree of fiuid pressure for effecting an application of the brakes to either of two different de' grees, means operative when initially effecting an application of the brakes for causing said valve means to effect the application to one of said two degrees, means responsive to an incipient stage of wheel slipping for eiecting the operation of said valve means to release the brakes on the slipping wheels at a rate sui'iiciently rapid to arrest the wheel slipping condition, and thus permit the slipping wheels to return toward a speed corresponding to vehicle speed, and means operative as said slipping wheels approach a speed corresponding to vehicle speed for effecting the operation of said valve means to reapply the brakes on said slipping wheels to the other of said two degrees. 1

6. In a vehicle brake system, in combination, abrake cylinder, valve means for controlling the supply of fluid under pressure to and its release from said brake cylinder, and operative to establish two dierent degrees of brake cylinder pressure in response to a given operating pressure, said two degrees bearing a xed ratio to one another, means for initially effecting the operation of said valve means to eifect a supply of uid undei` pressure to said brake cylinder to the higher of said two degrees, and means responsive to a wheel slipping condition for eiecting the operation of said valve means to release fluid under pressure from said brake cylinder and to` then eiect the operation of said valve means to re- 7l..

establish brake cylinder pressure to the lower of said two degrees.

'7. In a vehicle brake system, in combination, a brake cylinder, a brake controlling valve de- 5 vice having a plurality of chambers and operableupon supply of fluid under pressure to all of said chambers to effect a supply of fluid under pressure to said brake cylinder to a chosen degree, and operable upon supply of fluid under pressure to less than all of said chambers to effect a supply of fluid under pressure to said brake cylinder to a lower degree, means operative when initiating an application of the brakes to effect a supply of :duid under pressure to all of said chambers, means responsive to a wheel slipping condition for effecting a release of fluid under pressure from all of said chambers, to effect a release of fluid under pressure from said brake cylinder, and means operative following relief of said wheel slipping condition for effecting a supply of fluid under pressure to less tha'n all of said chambers.

8. In a vehicle brake system, in combination, a brake cylinder, a valve device having two chambers and operable upon supply of fluid at a certain pressure to both of said chambers to eifect a supply oi fluid under pressure to said brake cylinder to a chosen degree, and operable upon supply of fluid at the said certain pressure to a certain one only of said chambers to effect a supply of fluid under pressure to said brake cylinder to a degree lower than said chosen degree, means operable When initiating an application of the brakes for eecting a supply of fluid under pressure to both of said chambers, means responsive to an incipient stage of wheel slipping for effecting -a release of fluid under pressure from both of said chambers to eiect a release of fluid under pressure from said brakecylinder, and means operative following relief of the wheel slipping condition for eilectingA a supply of fluid under pressure to said certain one only of said chambers, to eiect a resupply of fluid under pressure to said brake cylinder to said lower degree. y 9. In a vehicle brake system, in combination, a brake controlling valve device having a plurality of chambers and operable to control the degree of application of the brakes according to the presence or absence of pressure in one or more of said chambers, electroresponsive valve means for controlling the supply of fluid under pressure to and its release 'from one of said chambers, a second electroresponsive valve means for controlling the supply of fluid under 55 pressure to and its release from other of said chambers, and inertia means for controlling both of said electroresponsive valve means and operative in response to slipping of a vehicle wheel for effecting the operation of both of said 60 electroresponsive means to effect the release of :fluid under pressure from all of said chambers,

and operative following relief of the wheel slipping condition for effecting the operation of one only of said electroresponsive valve means for 65 effecting a resupply of fluid under pressure to less than all of said chambers.

10. In a vehicle ,brake system, in combination, twoL magnet valve devices controlling separate communications through which fluid under pres-- 70 sure is supplied to effect an' application of the brakes, each of said magnet valve devices being operable Vwhen deenergized to hold its' associated communication open, and when energized to close its associated communication. inertia. means op- '1I erative at one time to en ect the energization of both of said magnet valve devices and at another time to effect the deenergization of both of said magnet valve devices, and means associated with one of said magnet valve devices for preventing deenergization thereof by operation of said inertia means.

11. In a vehicle brake system, in combination, two electroresponsive valve devices controlling separate communications through which iluid under pressure is supplied to effect an application ofthe brakes, each of saidmagnet valve devices being operable when energized to close its associated communication and to open a communication through which fluid under pressure is released to effect a release of the brakes at a rapid rate, means operable in response to the slipping of a vehicle wheel for effecting the energization of both of said electroresponsive valve devices, and potentially operative following relief of the wheel slipping condition tc effeet the deenergization of both of said electro.

responsive valve devices, and means associated with one of said magnet valve devices for establishing a holding circuit for that magnet Valve device to prevent deenergization thereof by said inertia means.

12. In a vehicle brake system, in combination, a brake controlling valve device having a plurality of chambers to which fluid under pressure is supplied to effect and control an application of the brakes, the degree of the application being less when pressure is absent in one of said chambers than when pressure is present in said chamber, a plurality of electroresponsive valve devices, each of said devices controlling supply of fluid under pressure to and its release from one of said chambers, inertia means for controlling the energization and deenergization of said electroresponsive valve devices, and means operative responsive to operation of one of said electroresponsiveV valve devices for maintaining that electroresponsive valve device energized at a time when the other of said electroresponsive valve devices is deenergized by said inertia means.

13. In a vehicle brake system, in combination, means for effecting an application of the brakes, a plurality of normally open electrical circuits, an inertia device operable in response to slipping Of a vehicle wheel or wheels for effecting closure of said plurality of circuits, means responsive to the closure of said circuits for effecting a release of the brakes at a rate suiliciently rapid to relieve the wheel slipping condition, said inertia device being operative to effect opening of said circuits following relief of the wheel slipping condition, to cause said last mentioned means to effect a reapplication of the brakes, and means for preventing opening of one of said circuits and for thus causingl the degree of the reapplication to be less than and t o bear a substantially fixed ratio to the initial degree of the application which produced the wheel slipping condition.

14. In a vehicle brake system, in combination, means for effecting an application of the brakes, a plurality of normally open contacts, means responsive to closing of said contacts for effecting a release of the brakes, and subsequently responsive to opening of said contacts for effecting a. reapplication of the brakes, inertia means operative for one rotative condition of certain vehicle wheels for effecting closing of said contacts and operative for another rotative condition of said wheels for effecting opening of said contacts, and means eilective on opening of said contacts for preventing the reapplication o! the brakes exceeding a degree which is less than and which bears a fixed ratio tothe initial degree of the application.

15. In a vehicle brake system, in combination, a brake cylinder, means for effecting a supply of fluid under pressure to said brake cylinder'to veffect an application of the brakes, rotary inof the resupply to said brake cylinder to a value which is a substantially fixed percentage of the initial brake cylinder pressure.

16. In a vehicle brake system, in combination, means for effecting application of the brakes, two rotatable bodies, means for causing said bodies to rotate in substantial synchronism with a vehicle wheelv when notvslipping and for causing relative rotational movement between said bodies when said wheel begins to slip due to application of the brakes, means responsive to said relative rotational movement for effecting a release of the brakes sufficiently rapid to relieve the wheel slipping condition, and operative following relief of the Wheel slipping. condition to effect a reapplication of the brakes, and means so constructed and arranged as to condition the said last means to limit the reapplication of the brakes to a degree which bears a flxed relationship to the initia degree of application. l?. In a vehicle brake system, in combination, a brake controlling valve device having two movable abutments of unequal effective pressure areas and a plurality of chambers each of which is to one side of each of said abutments, said valve device being operative to effect an application of the brakes to one degree when fluid at a certain pressure is supplied to both of said chambers and to a lower degree when fluid at said certain pressure is supplied only to the chamber adjacent the smaller abutment7 means operative when initiating an application of the brakes for effecting a supply of fluid under pressure toy both of said chambers, and means operative in response to a wheel slipping condition for releasing fluid under pressure from both of said chambers, and operative upon relief oi' the wheel slipping condition for effecting a resupply of fluid under pressure only to the chamber adjacent the smaller abutment.

18. In a vehicle brake system, in combination, a brake controlling valve device having two diaphragms of unequal effective pressure areas and a chamber for and to one side of each diaphragm, said valve device being operative upon supply of fluid at a certain pressure to both of said chambers to effect an application of the brakes to one degree and upon supply of fluid at said certain pressure only to the chamber adjacent the smaller of said diaphragms for effecting an application of the brakes to a lower degree, means operative when initiating an application of the brakes for effecting a supply of fluid under pressure to both of said chambers, electroresponsive valve means operative when energized to close communication through which fluid under pressure is supplied to both of said chambers and to open communications through which fluid under pressure is released from both of said chambers at a rapid rate, inertia means responsive to an operating condition for effecting the'energization of said electroresponsive valve means to close said'supply communication and to open said release communications,l and responsive to a change in said operating condition to effect the deenergization of said electroresponsive valve means to reopen said supply communication to one only of said two chambers.

19. In a vehicle brake system, in combination,

a brake controlling valve device having two diavphragms of unequal effective pressure areas and a chamber for and to one side of each diaphragm,

said valve device being operative upon supply of fluid at a certain pressure to both of said chambers to effect an application of the brakes to one degree and upon supply'oi' fluid at said certainpressure only to the chamber adjacent said smaller diaphragm for effecting an application of the brakes to a lower degree, means operative when initiating an application of the brakes for effecting a .supply of fluid under pressure to both of said chambers, electroresponsive valve means operative when energized to close communication through which fluid under pressure is supplied to both of said chambers and to open communications through which fluid under pressure is released from both of said chambers at a rapid rate, inertia means responsive to an operating condition .for effecting the energization of said electroresponsivevalve means to close said supply communication and to open said release communications, and operative upon a change in said operating condition to energize said electroresponsive valve means to open said supply communication to the chamber adjacent the smaller of said two diaphragme only;

20. In a vehicle brake system, in combination, a brake icylinder, a brake controlling' valve device having two movable abutments of different effective pressure areas and a chamber for and to one side of each abutment, said valve device being operative upon supply of fluid at a certain pressure to both of. said chambers to effect a supply of fluid under pressure to said brake cylinder to one degree, and operative upon supply of fluid at said certain pressure only to the chamber adjacent the smaller of said two abutments for effecting a supply of fluid under pressure to said brake cylinder to a lower degree, means operative when initiating an application of the brakes for effecting a supply of fluid under pressure to both of said chambers, rotary inertia means having a plurality of normally open contacts, and operative in response to an incipient stage of wheel slipping for closing, said contacts, andY operative vfollowing relief of said wheel slipping condition for effecting opening of said contacts, and electroresponsive valve means operative upon closing of said contactsto effect a release of fluid under pressure from both of said chambers at a ratel sufficiently rapid to effect arresting ofthe wheel slipping condition, and operative upon subsequent opening of said contacts for effecting a resupply of fluid under pressure to the one chamber only adjacent the smaller of said two abut- 'ments, whereby brake cylinder pressure is reesferent eil'ective pressure areas and a chamber 75,

for and to one side of each of said abutments, means establishing communication to each of said chambers through which fluid under pressure is supplied to initiate an application of the brakes, the degree of the application being a maximum when fluid pressure exists in all of said chambers to a like degree, and being less than maximum when fluid pressure is absent in some of said chambers, electroresponsive valve means controlling each of said communications to said chambers, and operative to release fluid under pressure from said chambers, wheel slip detector means operative in an incipient stage of wheel slipping for effecting the operation of said electroresponsive valve means to release fluid under pressure from all of said chambers at a rate sufficiently rapid to arrest and relieve the wheel slipping condition, and operative following relief of the wheel slipping condition to effect the operation of said electroresponsive valve means to eect a resupply of fluid under pressure to said chambers, and means for preventing resupply of :duid under pressure to one of said chambers whereby to cause the resupply of fluid under prese sure to said brake cylinder to be to a degree lower than the initial degree of brake cylinder pressure.

22. In a vehicle brake system, in combination, a brake controlling valve device having two movable abutments of different effective pressure areas and a chamber for and to one side oi each of said abutments, said valve device being operable upon supply of fluid at a certain pressure to both of said chambers to effect an application of the brakes to a corresponding degree, and being operable upon supply of uid at said certain pressure to the chamber adjacent the smaller of said two diaphragms only to effect an application of the brakes to a lower degree, a first magnet valve device controlling a communication through which fluid under pressure is supplied to one of said chambers, a second magnet valve device for controlling a communication through which huid under pressure is supplied to the other of said chambers, inertia operated means operable in response to a particular operating condition of the Vehicle to effect the operation of both of 'said magnet valve devices to close both of said communications to said supply, and means operated by the magnet valve device controlling communication to the chamber adjacent the larger of said two abutments for preventing the opening of said communication by operation of said inertia means.

23. In a vehicle brake system, in combination, means for'effecting an application of the brakes, inertia means having associated therewith normally open contacts and operable in response to an incipient stage of wheel slipping for effecting closing of said contacts, and operable upon arresting the deceleration of the wheel during the slipping condition for effecting the opening of said contacts, means controlled by said contacts and operable upon closing of said contacts for effecting a release of the brakes, and operable upon subsequent opening of said contacts for effecting a reapplication of the brakes, and

means associated with said inertia means for causing saidcontacts to remain closed, during a wheel slipping condition, until the slipping wheels shall have returned to a speed corresponding substantially to vehicle speed. Y

24. In a vehicle brake system, in combination,Y

means for effecting an application of the brakes, a plurality of magnet `valve devices operative when energized simultaneously to effect a rapid release of the brakes, and when subsequently deenergized simultaneously to effect a reapplication of the brakes, the degree of said reapplication being limited to a value less than the initial degree when one of said magnet valve devices is not subsequently deenerglzed, wheel slip detector means operative during an incipient stage of wheel slipping to effect the energization of all of said magnet valve devices, and operable to effect the deenergization of all of said magnet valve devices following relief of the wheel slipping condition, and means for preventing deenergization of one of said magnet valve devices by said wheel slip detector means following relief of the wheel slipping condition.

25. In a vehicle brake system, in combination, a brake cylinder, a brake controlling valve device having two movable abutments of different effective pressure areas and a chamber for and to one side of each of said two abutments, said valve device being operable to establish a chosen brake cylinder pressure upon supply of fluid at a certain pressure simultaneously to both of said chambers, and being operable to establish a lesser brake cylinder pressure upon supply of fluid at said certain pressure to the one chamber only adjacent the smaller of said two abutments, means for effecting supply of fluid under pressure to both of said chambers to effect an application of the brakes, means responsive to an incipient stage of wheel slipping for effecting a release of fluid under pressure from both of said chambers at a rate sufficiently rapid to arrest the wheel slipping condition before the wheel or wheels commence to slide, said meansbeing operative to effect a resupply of fluid under pressure to the one chamber only adjacent the smaller of said two abutments when the wheel slipping condition has been relieved, and means for causing the resupply to said one chamber to be delayed until the speed of the slipping wheel or wheels corresponds substantially to the speed of non-slipping wheels.

26. In a vehicle brake system, in combination, means for effecting an application of the brakes by either straight air operation or by automatic operation, inertia controlled means responsive to an incipient stage of wheel slipping due to the application of the brakes for effecting a release of the brakes on the slipping wheels at a rate sufficiently rapid to arrest the wheel slipping condition and thus permit them to return to a speed corresponding to vehicle speed, and operative as the slipping wheels increase in speed to effect a reapplication of the brakes, and means controlled by said inertia means for causing the degree of the reapplication to be less than and to bear a fixed ratio to the initial degree of application of the brakes.

27. Ina vehicle brake control device, in combination, a first rotatable member, a second rotatable member, each of said members having a recess therein, the recess in one member being complementary to the recess in the other member, an unattached ,element disposed between said two members'and loosely interfltting with the complementary recesses, and being operable to permit relative rotational movement between said members, and causing one of said members to move axially with respect to the other of said members upon said relative rotational movement, and brake control means controlled by said axial movement.

28. In a vehicle control device,n in combination.

a rst rotatable body, a second rotatable body,v

each of said bodies being provided with a plurality of recesses, the recesses in one 'of said bodies being complementary to the recesses in the other, a plurality of spherical elements disposed between said two members'and in the complementary recesses of said two members, and being operable to permit relative rotational movement between said two members and causing one of said members to move in an axial direction upon said relative rotational movement, resilient means opposing said axial movement, and electric contacts adapted to be operative in response to said axial movement.

29. In a vehicle control device, in combination, a first rotatable body, a. second rotatable body having a mass appreciably greater than the mass of said first body, means comprising elements interfitting with recesses in said two bodies for providing for relative rotational movement between said two bodies upon a change in the speed of rotation of one of said bodies, a member movable in an axial direction upon said relative rotational movement, a plurality of normally opened contacts adapted to be sequentially closed upon movement of said axially movable member, a rotatable driving means for driving said rst and .second members, and means for djsengaging said driving means when the rate of speed change of V said driving means exceeds a predetermined rate.

30. In a. vehicle control device, in combination, a iirst rotatable body, a second rotatable body, said two bodies having a normal position relative to each other, means providing for move-4 ment of said second body forwardly or backwardly of said normal position when it is urged at a greater or lesser speed' of rotation than said rst body, a third body adapted to be actuated in an axial direction upon movement of said second body away from said normal position in either a forward or backward direction, a plurality of contacts adapted to be operated by said axially movable body, a driving member for driving said first and second bodies, and clutch means for engaging said driving-member with said rlrst member and operableI to disengage said two members when the rate o f speed change of said driving member exceeds a predetermined rate, said first member being adapted to be then driven by said second member by virtue of the energy stored ln said 'second member. i y

31. In a vehicle control device, in combination, a first rotatable member, a second rotatable member, each of said members being lprovided with one or more recesses, the recesses in one member being complementary to the recesses in the other member, and a plurality of elements disposed in said recesses between said two elements and providing'for relative rotational movement between said two members, and means operable to transmit rotational force from one of said-members to the other when said relative rotational movement has taken place, said recesses and elements being so constructed and arranged as to require a definite force for causing said relative rota-A tional movement, and a lesser force to maintain said members relatively displaced.

32. In a vehicle control device, in combination, a first rotatable body, a second rotatable body, means providing a common axis of support for said two bodies, each of said bodies being provided with recesses therein, the` recesses in one body being complementary to the recesses in the bodies being movable in an axial direction uponv said relative rotational movement, and the force required to initiate said relative rotational movement of said one body being greater than the force required to maintain the said one body in either its forward or backward position. Y

33. In a vehicle brake equipment, in combination, means for effecting an application of the brakes including two electroresponsive means effective when simultaneously deenergized to cause one degree of application of the brakes to be produced and when one thereof is deenergized and the other is energized to cause a lesser degree of application of the brakes to be produced. and when both are energized to cause release of the brakes, means effective as long as the rate of rotative retardation of a vehicle wheel does not exceed a certain rate for preventing energlzation of said electroresponsive means and effective when the rate' of rotative retardation of the said wheel exceeds the. certain ratel for effecting simultaneous energization of said` two electroresponsive means, and means effective once the last said means c: ises energization of said two electroresponsive means, for maintaining one of said electroresponsiv'e means energized indep'endently of deenergization of the other by said lastl means.

34. In a vehicle brake system, in combination, a brake cylinder, a brake controlling valve mechanism having two chambers, and being operative whenever the first of said chambers is charged with fluid at a given pressure to establish a certain pressure in the brake cylinder, and operative when the second only of said two chambers is I charged with fluid at the same given pressure to establish in the brake cylinder a pressure difierent from the said certain pressure, and two valve devices one of which is effective individually to control the supply of iiuid under pressure to and its release from the said second chamber, and operable jointly with the other of said valve devices to control the supply of uid under pressure to said first chamber, said two valve devices being 'effective individuany to cause nie release of num under pressure from the said first chamber.

35. In a vehicle brake system, in combination, a brake cylinder, a brake controlling valve mecha- Vnism having two chambers, and being operative operable jointly with the other of said valve devices'to control the supply of fluid under pressure to said first chamber, said two valve devices being effective individually to cause the release of fluid under pressure from the said iirst chamber, and means for controlling said valve devices.

CLYDE C. FARMER. 

